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title says it all – thanks in advance.
is anything HPL sells compatible with flat tappet applications?
- Thread starter metricminded
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What exactly do you think a flat tappet engine needs, that prompts this question?
And why do you think only European and import vehicles have flat tappets?
If you're worried about HPL not having enough zinc, then go with one of their HDEO, but to be fair, they make oil for sprint cars, running flat tappets with spring pressures not seen on street engines.
I think you'll be fine with just about any of their line-up.
And why do you think only European and import vehicles have flat tappets?
If you're worried about HPL not having enough zinc, then go with one of their HDEO, but to be fair, they make oil for sprint cars, running flat tappets with spring pressures not seen on street engines.
I think you'll be fine with just about any of their line-up.
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f355spider
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bit hostile and assumptive, don't you think? the car about which i am inquiring is european, hence my decision to post it in the european thread – i never said i believe only imports use flat tappets.
as to which particular additive package would be optimal, from a cursey search through this forum, it would appear that higher zddp levels seem to correlate with less wear for my particular application; however, notice that i didn't include that in my original post – i am open and willing to defer to the experience of people more knowledgeable than myself.
Some flat tappet engines don't need any special oil. Some have low tension springs and can run regular pcmo.
I remember seeing a pennzoil ultra platinum document say it provides great protection to flat tappets many years ago and i tried to find it just now but can't, only individual grade pds's show up. It was some kind of advertisement/information brochure or something. But for the most part those that want a high zinc oil usually go for 15w-40.
I remember seeing a pennzoil ultra platinum document say it provides great protection to flat tappets many years ago and i tried to find it just now but can't, only individual grade pds's show up. It was some kind of advertisement/information brochure or something. But for the most part those that want a high zinc oil usually go for 15w-40.
Well - it appears that the title didn’t actually say it all - since you failed to specify which application - I would say your post was “assumptive” (sic).
You still haven’t really specified the application, other than “European”.
Year, make, model and engine would help.
If you want help from other people - don’t make them guess or have to work hard to help you - it’s a disincentive.
This. There's still a bunch of mid 1980's and earlier Amercian engines out there with their flat tappet camshafts that are running fine on modern oils.
As long as you don't have elevated valve spring pressures, your engine should love a nice 10w30.
Remember, zinc is a consumable, if you are concerned you can do shorter service intervals or add some zinc additive.
Beyond this...
Another solution is Castrol Classic oils which are perfect for flat tappet engines.
By the way, I have 2 such engines, a '65 442 with the 400 engine and a '68 Corvette 427.
I have run Shell Rotella T but the Castrol stuff is the way to go, IMO.
This is the best answer. Call them, give them your application and usage, and see what they recommend. This company has made one off special blends for members here. If for some reason you didn't like their recommendation, they'd probably blend something for you if cost isn't a huge concern
A typical flat tappet engine will not require a special oil, European or not, unless you have high spring pressure. Having said that you’ll find many HPL oils which will be suitable. That’s not in question.
You could also go to Walmart and for about $27 pick up one of the numerous oils with either ACEA A3/B4 sequence or anything with VW 502 00 or 504 00 approvals, and this would be more than sufficient for your vehicle unless you’ve got something super special going on which you haven’t told us yet.
Viscosity is key to keeping metal parts apart. The additive package, including ZDDP is there for the times when viscosity is inadequate. An engine with highly loaded flat tappets will require both adequate viscosity and a robust additive package. Most manufacturers try to avoid designing components with unusual lubrication requirements. So we tend to assume flat tappets will 'live' with just about any oil. It really depends on the engine in question.
The points above are accurate. Elevated spring pressure is a factor, as is oil temperature, RPM, oil flow/splash rates and cam lobe width.
How's this for a 'flat tappet" :
The points above are accurate. Elevated spring pressure is a factor, as is oil temperature, RPM, oil flow/splash rates and cam lobe width.
How's this for a 'flat tappet" :
What's the exact engine? If it's direct tappet to bucket or low ratio rocker, there's not sufficient load to warrant additional ZDDP. The problem is with older V8 pushrod engines with flat tappet cams, high rocker ratios, poor valvetrain geometry, and a lot more inertia.
HPL's HDMO has ~1200 ppm ZDDP or you could contact them and they could likely make something for your specific needs.
HPL's HDMO has ~1200 ppm ZDDP or you could contact them and they could likely make something for your specific needs.
I love that you made that your new profile pic.
I'm still surprised it can foam that much but seemingly not cause issues in hydraulic lifters and mechanical injectors. I imagine the oil level needs to be kept at the high mark in engines running that to keep the foam up top and small bubbles in the middle far away from the pickup tube. Seems to be pumping unaerated oil at the pickup tube by just a small margin. With a low oil level I can see it pumping aerated oil in. A real shame shell dropped the ball on that.The fanart my wife made was taken down as copyright.
Bring on good ole FOAMtella.
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It does cause issues. I see it quite frequently. The issue is the BROtella cult is so convinced in the superiority of that junk that they blame related problems and failures on literally anything else.
In race applications I definitely can see it causing issues with the oil not having enough time and enough oil level to be able to unaerate before being pumped again and cavitating the bearings. But in Joe's truck that he drives normally and keeps topped up it just about does the job and not much more.
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